Nord 1002 Pingouin II g- atbg messerschmitt me 108
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CAUTION The knees of the pilot and/or right seat occupant tend to restrict full aileron movement somewhat, especially in the stick back and over condition. O Engine Idle Cut-Out Carburettor Heat Starter Choke Hand (Wobble) Fuel Pump Starter
Compressed Air Master Valve Compressed Air Isolation Valve Circuit Breakers
The instrument panel has full IFR capability, and includes: Airspeed Indicator Kilometres per hour (kph) Altimeter Calibrated in feet Artificial Horizon Air driven gyro Turn and Bank Air driven gyro Compasses Magnetic Vertical Speed Indicator Feet per minute  Directional Gyro Air driven gyro
In addition to the flight instruments, there are also (as fitted): RPM Gauge Manifold Pressure Gauge (ATA: Atmosphere of Boost) Fuel Pressure Gauge Oil Pressure Gauge Air Pressure Gauge (Compressed Air) Suction (Vacuum) Gauge Voltmeter / Ammeter Fuel Gauge (Float Type) Visual Undercarriage Position Indicator Chapter Ten Performance Performance of the Nord 1002 Takeoff speed 110 kph IAS (60 knots / 70 mph) Takeoff ground roll / 3000 lbs 950 feet (290 metres) Takeoff over 50 foot obstacle / 3000 lbs 1120 feet (341 metres) Takeoff ground roll / 3200 lbs 1000 feet (305 metres) Takeoff over 50 foot obstacle / 3200 lbs 1400 feet (426 metres) Cruising speed/8000 feet @ 2200 rpm 257 kph IAS (139 knots / 160 mph) Cruising speed/8000 feet @ 2350 rpm 283 kph IAS (153 knots / 176 mph) Maximum speed/5000 feet @ 2500 rpm 305 kph IAS (165 knots / 190 mph) Speed in severe turbulence 160-190 kph IAS (87-102 knots / 100-117 mph) Manoeuvring speed 160-260 kph IAS (87-140 knots / 100-160 mph) Velocity Never Exceed 350 kph IAS (190 knots / 220 mph) Stall speed/undercarriage and flaps up 104 kph IAS (56 knots / 65 mph) Stall speed/undercarriage and flaps down 85 kph IAS (46 knots / 53 mph) Flaps-extended speed 180 kph IAS (97 knots / 112 mph) Undercarriage-extended speed 180 kph IAS (97 knots / 112 mph) Landing speed 104 kph IAS (56 knots / 65 mph) Landing speed/flaps up 120 kph IAS (65 knots / 75 mph) Landing speed/3-point 89 kph IAS (48 knots / 55 mph) Landing roll from touchdown 750 feet (230 metres) Landing roll/distance over 50 foot obstacle 1100 feet (335 metres) Rate of climb/maximum 1200 fpm (6 mps) Rate of climb/normal @ 105 mph IAS 800 fpm (4 mps) Ceiling/4 people, 110 lbs baggage, 3000 lbs T/O 23500 feet (7160 metres) Normal range (52 US gallons, no reserve) 1045 km (565 nm / 650 sm) Ferry range (100 US gallons usable, no reserve) 1933 km (1044 nm / 1200 sm) 
Takeoff Performance Takeoff tests (conducted by John R. Hawke, former Flight Lieutenant, Royal Air Force, and by Gregory R. Board, Aero Associates, Inc., of Tucson, Arizona, former test pilot for Commonwealth Aircraft Corporation) have been made under varying weight conditions. Under normal maximum gross weight conditions (3200 lbs) at takeoff into zero wind conditions the Nord 1002 will have a ground roll of 1000 feet, and will clear a 50 foot obstacle in 1400 feet from the start of the takeoff roll (as measured from the ground). The maximum permissible takeoff weight is 3310 lbs. At 3000 lbs gross weight, the Nord 1002 into zero wind conditions make a normal takeoff with a ground roll of 950 feet, and clears a 50 foot obstacle in 1120 feet from the start of the takeoff roll. More realistic tests were run with the aircraft weighing 2600 lbs (pilot only, no baggage, maximum fuel and oil, plus special equipment aboard). The wind was at 18 kts blowing in a 70° crosswind from the left. The runway was very slippery with slush, water and melting snow, and was unusually bumpy. Under these conditions, the aircraft performed remarkably well. In ten consecutive takeoffs the aircraft was off the ground in less than 800 feet, and cleared a 50 foot obstacle in 1000 feet from the start of the takeoff roll. A series of tests to determine climbing times to specified altitudes was run with the takeoff weight at 2600 lbs. Under the conditions previously described – 18 kt crosswind from 70°, 45° F, runway slushy. Performance was timed by stopwatch from the moment of releasing the brakes. Under these conditions, the Nord 1002 reached: ~1000 feet in 52 seconds; ~2400 feet in 2 minutes; ~3600 feet in 3 minutes; and, ~4800 feet in 4 minutes.
Stability is outstanding throughout the regions of very low to very high airspeed. After takeoff with a weight of 3000 lbs the maximum speed achieved in level flight at 5000 feet at 2500 rpm, was 305 kph IAS (165 knots / 190 mph). With a takeoff weight of 3200 pounds, under still air conditions during the cruise at 8000 feet, the aircraft may be cruised at 257 kph IAS (139 knots / 160 mph). This should deliver a still air range of about 1000 km (540 nm / 620 sm) with about 30 minute fuel reserve. Endurance in this configuration should be about 3.2 hours. It is recommended that normal flights be limited to a still air range of 800 km (440 nm / 500 sm). Under these conditions the aircraft should arrive over the destination with enough fuel remaining for at least 30 minutes flight time. Under flight conditions with a takeoff weight (ferry range conditions) of 3500 lbs, and a slow climb to a cruising height of 8000 feet, the Nord 1002 delivers excellent cross-country performance. At 8000 feet and 2200 rpm, delivering almost 80% power, the aircraft cruised with its heavy load at 257 kph IAS (139 knots / 160 mph), consuming fuel with a rate of 14 US gallons per hour. Under ferry range conditions, with a takeoff of 3500 lbs, carrying a total of 102 US gallons fuel (100 usable), range achieved was 1933 km (1044 nm / 1200 sm) with a flying time of 7.5 hours.
Chapter Eleven Weight and Balance Weight and Balance Limits Empty weight 1940 lbs / 880 kgs Gross weight/normal 3200 lbs / 1455 kgs Gross weight/maximum 3310 lbs / 1505 kgs Baggage compartment/ maximum loading weight 140 lbs / 63 kgs Useful load @ 3000 lbs gross weight 1060 lbs / 480 kgs Useful load @ 3200 lbs gross weight 1260 lbs / 570 kgs Useful load @ 3310 lbs gross weight 1370 lbs / 620 kgs Fuel and Oil Loadings FUEL: 52 US gallons @ 6 lbs/gallon 312 lbs OIL: 3.5 US gallons @ 7.5 lbs/gallons 26.25 lbs Normal maximum fuel & oil weight: 338.25 lbs
Chapter Twelve Ground Handling Parking and Tying Down If possible, park the aircraft so that it faces into the prevailing or expected wind. Close and lock the cockpit/cabin doors and windows. Chock the wheels on both sides. Put the pitot head cover on. If the aircraft is to remain parked outdoors for any period of time put on the engine cover, and cockpit/cabin cover. To tie the aircraft down, pass a rope through the tie down holes on the lower side of each of the wings. Pass a rope through the horizontal hole in the rear fuselage. Secure these ropes to the ground tie down points. Then place in position the control locks. Strap down slats, linking to tie down hole. ??????? Towing and Pushing It is recommended that the aircraft be pushed by hand, unless a towbar, built specifically for the Nord 1002 is available. A suitable forked towbar may be attached to the tailwheel, and may be used for turning the wheel up to 60° left or right. When pushing the aircraft forwards by hand, push at the wing roots. When pushing the aircraft rearwards by hand, push at the leading edge. The struts of the tailplane may also be used. DO NOT PUSH on the flaps, ailerons, slats, elevators, or rudder, or on the propeller blades under any circumstances. Undue strain might be placed on them in such a manner as to weaken the structure. Folding the Wings The Nord 1002 is designed with folding wings, and the system is both simple and efficient. To fold the wings, the locking bars are withdrawn from the inner top forward part of the wing surface. The pulling bars are extracted from the wingtips (spanwise), and the wings are pulled outwards about 4 inches. The wings are then rotated through 90° until the edges are vertical, and folded back to the tailplane. The pulling bars fit into holes in the leading edge of the tailplane. The reserve is carried out to unfold the wings. Since the control rods have roller friction bearings/mountings, there is no disconnection of all of any control rods. The various electrical wiring systems and pitot tubes have built-in “give” to eliminate the need for any disconnections.
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